Automatic transmission



sept. 2s, 1937. s G, SWANSON y 2,094,418

AUTOMATIC TRANSMISSION Filed Feb. 5, 1934 5 Sheets-Sheet l 5 Sheets-Sheet 2 a Geo/'gwamon S. G. SWANSON AUTOMATIC TRANSMISSION Filed` Feb. 5, 1934 I U3 N Sept. 28, 1937.

Sept. 28, 1937. v s. G. swANsoN 2,094,418

AUTOMATIQ TRANSMISSION Filed Feb. 5, 1934 5 Sheets-Sheet 3 ffwenar Swan 5 anson s. G. swANsoN 5 Sheets-SheetI 4 Sept. 28, 1937.

AUTOMATIC TRANSMISSION Filed Feb. 5, 1954 Sept. 28, 1937. s. G. swANsoN 2,094,418

AUTOMATIC TRANSMISSION Filed Feb. 5, 19:54 5 sheets-sheet s In ue n for' Mmmm. 5100 1 6 0 e5 aman '/l Patented Sept. 28, 1937V UNITED STATES PATENTIo1=1=1-cEl Swan George' Swanson, Chicago, Ill.

Application February 5, 1934, Serial No. 709,709

31 Claims.

This invention relates to improvements in automatic transmissions and it consists of the matters hereinafter described and more particularly pointed out in the appended claims.

One of the objects of the present invention is to provide a transmission especially adapted for use in automotive vehicles and in which the various speeds are obtained automatically in response to movement of the accelerator pedal through means other than mechanical connections between said pedal and the gears of the transmission.

A further object of the invention is to provide a transmission for this purpose which eliminates the necessity of the main driving clutch and actuating pedal usually associated with the engine ily wheel as found in the conventional autol motive vehicle.

Another object of the invention is to provide a transmission of this kind in which the gears are in constant mesh and are so arranged as to yield four speeds forward and one in reverse, with free wheeling being optional in the high speed ratio or direct drive.

A further object of the invention is to provide a transmission of this kind wherein the various gears are connected to the respective shafts by .iluid pressure actuated means 'and which means is controlled by vacuum operated means that is responsive to accelerator pedal actuation to progressively bring in the diierent forward speeds. f

Still another object ofthe invention is to provide an automatic transmission including means whereby during a standstill period of the vehicle, the transmission may be set in fourth speed or direct so as to make it possible to start the engine of the vehicle by pushing or pulling the vehicle.

Still a further Iobject of the invention is to provide a vacuum controlled, automatic transmission of this kind, wherein it is possible to shut on the vacuum-produced by the inlet mani- A fold from the control mechanism of the transmission so that the engine may be run at idling or other speeds for the purpose desired without driving the vehicle through the transmission.

Another object of the invention is to provide a transmission of this kind', whereiny the shift is accomplished through an actuating force controlled by varying the vacuum in the intake manifold and in a part connected to .one of the shafts of the transmission.

A further object of the invention is to provide a transmission of this kind wherein power'is transmitted to the driven shaft during the change from one speed to another as afforded by the transmission, so that no power jerk or surge is present in said change from one speed to another.

The above mentioned objects of the invention as Well as others,'together with the several advantages thereof, will more fully appear as I proceed with my specification.

In the drawings: A

Fig. 1 is a view in @elevation of the left hand side of a transmission embodying the preferred form of the invention and shows the same in connection with more closely associated parts of the vehicle, as well as certain manually actuated parts thereof. c

Fig. 2 is a top plan view of the transmission on an enlarged scale with the cove'rl plate removed' to better show the interior construction of the transmission.

Fig. 3 is a horizontal, longitudinal sectional development view though the various shafts of the transmission. f

Fig. 4 is a transverse vertical sectional view through a part of the transmission as taken on the line l--l of Fig. 2.

Fig. 5 is another transverse vertical sectional view through the .transmission as taken on the l line 5-5 of Fig. 2. y

Fig. 6 is a vertical sectional view of av certain fluid pressure producing pump embodied in and driven by a part of thetransmission and the purpose of which will more fully appear later.. the plane of the section being indicated by the line 6--6 of Fig. 5. Fig.,l is a fragmentary view in front elevation of the instrument ,board of .the vehicle and illustrates certain parts to bev manipulated in the operation of the transmission, as well as illuminated means whereby the operator is advised as to what forward speed the transmission happens to be in.

Fig. 8 is a fragmentary view in elevation, of certain controlling mechanism for and located in the transmission and as viewed in the direction of the lines 8-'8 of Fig. 2.

Fig. 9 is a longitudinal vertical sectional view through a certain pressure fluid distributing valve employed in the transmission-as taken on the line 9-9 of Fig. 8. v l

Fig. 10 is a transverse vertical sectional view through the valve shown in Fig. 9 as taken onthe ilne Ill-l0 of said Fig. 9.

Fig. 11 is a longitudinal vertical sectional view through a certain vacuum operated, controlling valve embodied in the transmission, wherebythe passage of fluid under pressure is distributed to the various clutches so that the gears of the transmission may be connected toA and disconnected from their associated shafts.

Fig. 12 is a transverse vertical detail sectional view through a part of the valve structure shown in Fig; 11 as taken on the line I2-I 2 of Fig. 11.

Fig. 13 is a horizontal detail sectional View through the valve structure shown in Figs. 11 and 12, the plane of the section being indicated by the I line I3--I3 of Fig. 12.

Fig. 14 is a vertical detail sectional view throughl another part of the valve structure shown in Fig.

' on the line II-I'I of Fig. 13.

` Figs. 18 and 19 are views similar to Fig. 17, showing the valve parts in different positions.

Fig. 20 is a transverse vertical detail sectional view through a part of the valve as taken on the line 20-20 of Fig. 13 and shows the valve in a position which will produce rst speed forward in the transmission.

Figs. 2l, 22, 23 and 24 are detail sectional views similar to Fig. 20 and show the parts in changed positions producing second, third and fourth or direct speed forward and reverse in the transmission. v

Figs. 25, 26, 27, 28 and 29 are detail horizontal sectional views through Figs. 20 to 24 inclusive as taken on the lines 25-25 of Fig. 20, 26--26 of Fig. 21, 21-21 of Fig. 22, 28--28 of Fig. 23 and 29-29 of Fig. 24 respectively. Fig. 30 is a transverse vertical sectional view through the vacuum equalizing chamber of the valve structure shown in Fig. 11 as taken on the line 30-30 of said Fig. 1l.

Fig. 31 is a transverse vertical. sectional view through a certain shiftabIe. clutch embodied in the transmission as taken on the line 3I--3I of Fig. 3.

Fig. 32 is a detail longitudinal vertical sectional view through a part of the structure shown in Fig. 3l as taken on a part of the line 32A-32 thereof, a part of the clutch element proper being illustrated in elevation to better show the formation of its clutch teeth.

Fig. 33 is a detail view in elevation on an enlarged scale, of parts actuated in the depression of the toe end of the accelerator pedal shown in Fig. 1.

vFig. 34 is a detail view in elevation of parts appearing in Fig. 8 and which will be more fully referred to later.

Referring now in detail to that embodiment of the invention, illustrated in the accompanying drawings:

I indicates, as a whole, the casing of the transmission which has a bolted-on connection at its The transmission casing I, which is open at the top, includes spaced side walls 5 and B respectively, and front and rear end walls 'I and 8 respectively, there being a cover 9 to close the Open top of the casing.

I0 indicates the drive shaft of the transmission which is operatively connected at its front end to the crank shaft of the engine. Said shaft I 0 may constitute a rear end extension of the crank shaft or it may constitute a separate shaft, splined or otherwise connected to said crank shaft. The rear end of the shaft I0, which is journalled in bearings II in the front wall 'I of the casing, has

secured `thereto Within the casing, the gears I2 and I3 respectively.

I4 indicates the driven shaft of the transmission, which is arrangedin alignment with the drive shaft and is journalled in the bearings I5 in the rear end wall 8 of the transmission casing.

. On the front end of the driven shaft withinthe casing is a gear I6. Arranged between the shafts II) and I4 is a power transmitting shaft I'I, the front end of which is reduced in diameter to engage in a bearing I8 located in a suitable recess in the rear end ofthe drive shaft. The rear end of said shaft I1 is also reduced in diameter as at I9 for engagement in a recess in the front end of the driven shaft I4.

.The front end of the shaft II, just to the rear of the bearing I8, is splined for engagement with a shiftable clutch collar-20.. This collar has clutch teeth 20a and 20h respectively, whereby an associated overrunning or free wheeling clutch, indicated as a whole at 2|, may be connected to, or disconnected from, the shaft as will later appear. To the rear of said clutch, this shaft is provided with an enlargement 22, in which are `formed two annular grooves 23 and 24 respectively. 'I'his enlargement is journalled in a bushing 25 that is supported by a collar 26 forming part of a transversely extending bracket 2'I (see Fig. 2) which is securely fixed at its ends to the side walls of the casing. Secured in said collarso as to communicate with the grooves 23 -24, are conduits 28 and 29 respectively.

The shaft I'I to the rear of its'enlargement is formed with a helical portion 30 on which is engaged a traveler or nut 3|. A sleeve 32 surrounds this helical portion of the shaft and this sleeve is journalled` at its front end on -the shaft I'I bybearings 33 disposed near the enlargement22 of said shaft. The rear end of said sleeve is xed to the driven shaft in any suitable manner and onsaid sleeve, at a point between its ends, is a gear 34. The sleeve 32 is provided with diametrically opposite longitudinally extending, internal grooves 35-35 in which splines 36 on thetraveler or nut 3l engage and whereby the sleeve and traveler are caused to rotate together. Also, -in said sleeve and arranged at a right angle to the plane of the grooves 35-35, are other and shorter longitudinal grooves 3'I (see Fig. 4) which terminate short of the ends of the sleeve. By means of said grooves 31, a certain pressure fluid, with which the sleeve is filled, can pass from one end to the other of the sleeve while the, nut is traveling on the intermediate part of the helical portion 30.

In the rear end of said sleeve and rotatable therewith, but immovable longitudinally thereof, is a collar or race 38 to coact with a race 39 and associated balls 40 to provide an antifriction bearing. Surrounding the4 helical portion 3D of the shaft I1 and abutting at one end against the collar 3| and abutting at the other end against the collar 38 and front end closure of the sleeve 32 are springsv 4I and 42 respectively. The antifriction bearing as provided by the collar 38, race 39- and balls 40, takes up the endthrust as exerted by the spring 4I. In the initial part of 20 .2Ily when the same is shifted rearwardly. The

the rotation between the sleeve 32 and shaft portion 30, it is apparent' that the nut 3l is caused to travel longitudinally in the proper direction. In this movement, the pressure fiuid by-passes through the grooves 31, past the nut from one end to the other of said sleeve. So soon as the nut passes beyond the ends of the groove 31, this movement of the nut isv cushioned to a stop to provide an operative driving connection between the sleeve 32 and shaft I1, as a whole.

The overrunning clutch 2|, before mentioned,I

includes an inner clutch member 43 and an outer A clutch member 44. Between said clutch members 25- the teeth 20a of the clutch collar 20 when said are coacting clutch elements 45 which in a relative vrotation between said clutch members in one direction, operatively connect themftogether.

The inner clutch member 43 which is journalled on -the shaft I1 encloses the shiftable clutch collar 20 and has end teeth 43a for operative engagement by the teeth 2Gb of the clutch collar outer clutch member 44 is operatively connected at its front endto a radial flange 46 on the rear en'd of the drive shaft I0 and this flange is provided rwith clutch teeth 46a for engagement by clutch collar is shifted forwardly. .The clutch collar 20 is provided with .a spring pressed ball detent 41 to hold it in an intermediate or neutral position with respect to the clutch teeth 43a-46a. When the clutch collar is shifted rearwardly, the shaft I1 is driven from the drive shaft through the overrunning clutch and when the clutch co1- lar 20 is shifted forwardly, the shaft I1 is driven positively from the shaft I and the overrunning clutch is locked 'out of operation.

'I'he clutch collar 20 is shifted in the proper direction by means of a uid under pressure and for this purpose the shaft I1 is provided in its front end with two longitudinal passages 48 and 49 respectively. These passages communicate at a point between their ends by means of ports 48a. and 49a with the annular grooves 23-124, with which the conduits 28-29 communicate. The rear end of these passages open into the interior of the sleeve 32 by means of check valved portsl 48h and 49b-respectively. The front ends of said passages are suitably plugged. The pas- `sag`e 46 opens by means of a port 48e into the l2 on the drive shaft.

end of said shaft is a 4gear55 thatis in constant space to the rear of the clutch collar` 26 and the passage 49 opens by means of a port 49e into the space to the front of the collar 20. It is apparent that when fluid under pressure is admitted to one or the other of the passages 48-49, the clutch Ycollar 20 is shifted forwardly or rearwardly as the case may be.

50 and 5I respectively, indicate the two jack shafts of the transmission. Said shafts are arranged below, and one in a plane.' to each side of the plane of the drive shaft I0, as best shown in Figs. 4 and 5. The shaftsl 5B and '5I are journalled at their front and rearends in antifricvtion bearings 52 and 53 respectively. in the front andfrear end walls of thetransmission casing. v

Journalled on the front end of the shaft 50 is a gear 54 that is in constant mesh with the gear Journalled on Athe rear mesh with 4the gear I6 on the driven shaft of the transmission. The' 'frontv end of the hub of the gear` 55 is formed with positive clutch teeth 55a. Also on the rear end of said shaft is a sleeve 56 having front and rear end gears 51 and 58 respectively, the yformer being in constant mesh with the gear 34 before mentioned andthe latter being in constant mesh with a reverse idler gear on the shaft I, as will later appear. The sleeve 56 is provided with positive clutch teeth 56a.

splined on the rear end of the shaft between the clutch teeth 55a and 56a is a clutch collar 59 having clutch teeth 59a and 59b. These teeth are adapted for engagement with the first mentioned clutch teeth when said collar has been shifted forwardly or rearwardly from its neutral position and In which neutral position it is isrieldingly `held by a spring pressed detent ball The shaft 50 is provided with a helical spline portion 6I upon which is engaged a traveler or nut 62. Surrounding this portion of the sh'aftds a sleeve 63 provided with oppositely disposed, longitudinal extending, internal grooves 64 in which splines on the nut engage. These grooves are best shown in Fig. 5. Also in said sleeve and arranged in a plane at a right angle to that of the grooves 64, are longitudinal grooves 65 that terminate short of the ends of the sleeve.' These grooves65 Ipermit the passage of a fluid in the sleeve from one end to the other thereof, as the nut 62 moves longitudinally on the splined portion 6I of the shaft 50.

The'front end of the sleeve`63 is fixed to the hub of the gear 54, while the rear end of said sleeveis provided with a collar 66 that is jourfnalled on the shaft 50 adjacent an annular shoulder 61 thereon. The collar and shoulder are the ring forwardly toward port closing position.-

In the rear end of the shaft 50 are provided longitudinal passages 1I12 and 13 respectively, with the passages 1I vand 12 in alignment. The passages 12-13 each communicates at its rear end with an annular groove 14-15 respectively, in the extreme rear end of the shaft beyond the bearing 53. This end of the shaft is surrounded by a boss 16 and secured therein are conduits 11--18 that open into and communicate with the grooves 14 and 15 respectively. The front end of the passage 12 opens by a lateral port 12a into the space between clutch teeth 55a and 59h and the front end of the passage 13 opens by a lateral port`13a into the space between the clutch teeth 56a and 59a. The front end of the passage 1I opens by a lateral port 1Ia Iinto the interior of the sleeve 63 just forward of the valve ring 69, while the rear end of said passage opens laterally through a port 1Ib into a chamber 59e in thev clutch collar 59.

Springs 19 and 80 respectively, surround the shaft part 6I between the nut 62 and the rear end of the gear' 54 and the valve ring 69 respectively. When the nut 62 travels rearwardly and comes into engagement with the spring 80, this causes the valve ring 69 to uncover the port 1Ia. This opens the port so that the uid to the rear of the nut enters the passage 1I to pass to a` .Thus the fluid under pressure is .by-passed through the clutch to release the same after an operation and to return the collar to a neutral position. The valve ring 69 remains in an open position until the tension on the spring 80 by the nut 62 is released, when the spring 10 causes the valve ring to move forwardly and close off the port 1.'|a.

In the front end of the shaft 50 is a longitudinal passage y8| that opens at its rear end through a lateral port 8|a into the interior of the sleeve 63. Said passage opens at its front end into a fitting 82 that includes a check valve 83. 'I'his fitting in turn, opens into thecasing I. In the rearward movement of the traveler or nut' 62 on the shaft 50, lubricant is drawn into said fitting to pass through the passage 8|. for delivery into the interior of the sleeve 63.

On the front end of the shaft 5| is journalled a gear 85 that is in constant mesh with the gear I3, and an antifriction thrust bearing 86 is provided for said gear in connection with the bearing 52. On the rear end of said shaft is journalled a gear 81, the front end of which is formed to provide clutch teeth 81a. 'I'his gear 81, which constitutes the reverse idler gear, is in constant mesh with the gear 58, although it is not so shown in Fig. 3 because of the character of said figure which is a laid out at development of the various shafts and parts thereon, of the transmission.

Journalled on the shaft 5| forward of the gear 81 is another gear 88 that is in constant', mesh with the gear 34 before mentioned. The

gear 88 is provided at its rear end with clutch teeth 88a and said rear end is made as a sleeve to enclose a shiftable clutch collar 89 that is splined to the shaft for a shifting movement between the sets of clutch teeth Bla-88a. The clutch collar 89, which is provided with a spring pressed ball detent 90 for yieldingly holding it in the neutral position, is formed at its ends with clutch teeth 8911-891). When the collar is shifted forwardly to engage the teeth 88a-89a, this connects the gear 88 to the shaft 5|. When the collar is shifted rearwardly to engage the teeth 81a- 89b, this connects the gear 81 to the shaft 5|.

The shaft 5| has a helical spline portion 90 between the gears 85 and 88,` upon which is engaged a traveler or nut 9| similar to the ,ones 3|-62, before mentioned. Surrounding this portion of the shaft is a sleeve 92 which is fixed at its front end to the gear 85 and carries a collar 93 at its rear end that is journalled on the shaft 5| near an annular shoulder 94 thereon. Between said collar and shoulder are balls 95 providing an endthrust bearing for the sleeve.

The nit 9| is provided with splines for a guided engagement in oppositely disposed longitudinally extending, internal grooves 96 (see Fig. 5) in the sleeve 92. Said sleeve is also provided, in a plane at a right angle to that of the grooves 96, with a pair of by-pass grooves 91 (see Fig. 5) which terminate short of the ends of the sleeve. Loose on the shaft just forward of the collar 93, is a port controlling valve ring 98, there being a spring 99 interposed between the collar and ring which normally tends to urge said ring forwardly toward port closing position, as will soon appear.

Springs and |0| surround theshaft portion 90 and engage at one end with :the nut 9| and engage at their outer end with the gear 85 and valve ring 98 respectively.

In the rear end of the shaft are formed passages |02, |03 and |04 respectively,`the passages |02-|03 being in alignment. The passages |03- |04 vopen at their rear end by suitable ports into annular grooves and |86 provided in the rear end of the shaft beyond the bearing 53. A collar surrounds this end of the shaft and secured in said collar are conduits lill-|08 respectively, that communicate with said grooves The passage |03 opens at its front end by a lateral port |03a into the space between the clutch teeth- 81a89b, while the passage |04 opens at its front end by a lateral port |04a into the space between the clutch teeth 88a- 890. The passage |02 opens at itsfront end into the sleeve 92 just forward of the valve ring 98 by means of a lateral port |02a and opens at its rear end into a chamber inthe clutch Acollar 89. This collar is provided with a valved port and lateral passages similar to those (59d and 59e) mentioned in connection with the vclutch collar 59.l This passage |02 operates'y when the nut 9| is moving rearwardly andwhenthe clutch has once been shifted either forwardly or rearwardly, to release the actuating'pres'sure therefor. Thus said clutch collar may return to neutral, the valve ring 98 being kept in its port opening position until the tension on the spring 0| has been released and the spring 99 is again capable of moving the valve ring to its port closing position.

In the front end of the shaft 5| is provided an axial passage |09 which opens at its rear end into the interior of the sleeve 92 by a lat'- eral port |09a. The front end of saidr passage communicates ywithv a fitting |09b on the front end of the shaft 5| and iny which is provided a check valve |09c. As best shown in Figs. 4 and 5,

the shafts 50 and 5| are arranged'in the bottom vportion of the casing sie that the fittings' 82 and |09b thereof Will be immersed in the lubricating fluid with which the casing is filled to the desired level. Thus, each time the nuts 62 and 9| travel rearwardly on the respective shafts, they will act to draw into the associated-sleeves 63 and 92, an amount of said lubricant thatA will keep the said sleeves properly filled therewith.

The transmission thus far described is capable of providing four speeds`forward`andvone reverse and 4a free Wheeling action is `optional in the high speed which is a direct drive between the shafts |0 and |4fthrough the shaft |1. It is also apparent that the transmission is a'constant mesh transmission and'that the means for operatively connecting the various ge'ars to the associated shafts, constitute clutches which are shifted in the desired direction by means lof a fluid under pressure. This fluid is preferably a part of the lubricant with which the transmission is lled and is circulated underfpressure by means of a pump embodied in the transmission, as will later appear.

To provide first speed forward, the clutch collar 59 is shifted forwardly to connect the sleeve 56 and its gears 51-58 `to the shaft 50. 'Ihus the drive is from thel shaft |0 through the gears I2 and 54 to the sleeve 63 and from the sleeve through the traveler or nut 62 to'the shaft 50. As the sleeve 56 is now locked to the shaft 50', the

' drive continues from the shaft 50 to the gear 51 into the gear.34 to the sleeve 32 andinto the shaft |4 to which it is connected. i While certain other of the gears may be driven at this time, they will merely turn idly upon the respective shafts.

To provide second speed forward, the clutch collar 89 is shifted forwardly to connect to gear 88 the shaft 5|. Thus the drive is from the shaft I0 through the gears I3 and 85 to the tube or Asleeve 92 and from said sleeve to the traveler or nut 9| to the shaft 5|. As the gear 88 is now fixed to the shaft, the drive continues through the gear 88 to gear 34 and through the tube or sleeve 32 to the shaft I4.

To provide third speed forward, the clutch collar 59 is moved rearwardly to operatively connect the gear 55 to the shaft'50. Thus the drive is from the shaft Ill to the gears I2 and 54, through the sleeve 463 and traveler or nut 62 to the shaft 5|). As the gear 55 is now connected to said shaft, the drive continues through said gear to the gear I6 on the driven shaft and then out through said A driven shaft I4.

To provide fourth speed or direct drive, without free Wheeling, the clutch collar 28 is shifted forwardly to connect the shaft I1 tothe disc 46.

' Thus the drive is from the shaft I8 through' the disc 46 and clutch collar 2|) to the shaft I1 and from said shaft through the traveler or nut 3| to the sleeve 32. As this sleeve is fixedl at its rear end to the shaft I4, the drive continues out through said sleeve to said shaft.

To provide fourth speed forward or direct drive, with free wheeling, the clutch collar 20 is shifted rearwardly to connect the inner clutch member 43 to the shaft I1. Thus the drive is from the shaft I through the disc'46 to the outer clutch '44.of the free wheeling mechanism and then through the elements 45 to the inner clutch memf ber 43 to the shaftA I1.

From said shaft I1 the drive continues through the nut 3| to the sleeve 32 to the shaft I4. Should the shaft I4 overrun the shaft I0, the differential of speed is compensated vfor by the elements 45, between the clutch members 43-44.

To provide a reverse drive for the shaft I4, the clutch collar 89 is shifted rearwardly to connect the gear 81 to the shaft 5| Thus the drive is from the shaft I0 through the gears I3 and 85 to the sleeve 92 and through the traveler or nut 9 I, to the shaft The drive then continues through the clutch collar 89 to the gear 81 to the gear 58, sleeve 56 and gear 51 to the gear 34. As this gear is fixed to the sleeve 32`and as said sleeve is also` fixed to the shaft I4, the latter is driven in a reverse direction. I

It is apparent from the foregoing that the drive shaft picks up the shafts I1, 50 and 5| for the transmission of power thereto, through a cushion not only provided' by the associated springs 42-19' andv |00' but also by the by-passed lubricant in the respective sleeves, due tothe action of the associ- 'ated travelers or nuts.

J Wher`power is reversed or applied while thev from the shaft I4 through gear I6 and 55 to clutch collar 59 to the shaft 50. This power is further transmitted by said shaft to the nut 62 through cushion spring 80 to sleeve 63 gears 54 and I 2 to shaft I6'. Reverse power operation upon the cushioning means associated with the shafts 50/and 5|, functions in a like manner as above mentioned.

It is pointed out at. this time that power is y reversed on the shafts 50 and 5| only when the speeds ahead are in locked position, otherwise the clutch collars 59 and 89 respectively, associated `with said shafts are automatically disengaged due to the angularity of the faces of their teeth as vdistinguished from straight 4dental tooth clutch teeth. V

-back to neutral position to be yieldingly held therein bythe associated detents 60 or 9|! as the case may be. The valve rlng- 69-98 will remain in its port opening position until tension on the associated spring 8|l-IOI is released when `said ring is returned to its port closing position by means of its associated spring or 99 as the case may be. i y

This action occurs only as thel speeds yare changed from the lower to the higher ranges.

When the speeds are vchanged in the reverse order, then the clutch collar 6|] or .89 is immediately and automatically. kicked back to neutral position. v f

Fluid under pressure heretofore mentioned (and except as where otherwise mentioned here-l ing top and bottom vportions Illld. and |I0b respectively, of different diameters.v As shown in Fig. 5, the axis of said bore is inclined to the perpendicular and is radial with respect to the axis of the shaft 5|. Near the top end of 'the bore parts are provided inlet and outlet ports I I I I and I I2 and connected to the inlet port is a conduit ||3 leading from the bottom of the transmission casing I. A check valve I I4 isassociated with said inlet. 4The outlet port'has a conduit I|5 connected theret the purpose of which `will later appear.

In the bore part IIIlb is located a piston III- that carries a roller I I1 at its bottom end to ride on the periphery of an eccentric I I8 iixed on the sleeve `92 as best shown in Fig. 6. 'I'his eccentric has been purposely omitted from Fig, 3 for the vsake of clearness due to the peculiar development character of the view therein. shown.

In the bore part Illa is a yieldabl'e piston-like head ||9 against which the piston I|6 works,

there being a cushion spring |26 between said ciprocated by the eccentric ||8, it develops al pumping action which draws oil into the pump through the inlet III and discharges the same out through the outlet |I2. Should too high a pressure develop in the pump, the head ||9 is moved against theaction of thespring |22 to relieve said pressure. In this movement of the head, the formation of an air cushion abovesaid head is prevented by the vented plug.

'I'he bracket of the pump I0 is Aformed on its rear side `with a longitudinally extending relief cylinder |23, as best shown in Fig. 6, and this cylinder communicates with the outlet I I2 by means of a port |24, as best shown in Fig. 5. 'In said cylinder is mounted a piston |25 that is backed up by aA relatively heavy spring |26. The space in this cylinder, in advance -of the piston of course,

is filled with lubricant through the port |24 and the spring |26 operates against the piston to keep a constant pressure on said lubricant out through the conduit |5. Thus the discharge out through said conduit is with a steady pressure and without pulsation produced in accordance with the reciprocations of the piston IIS. l

As before stated, the various speeds of the transmission are obtained in response to movement of the accelerator pedal through a vacuum as the actuating force. This vacuum however, is what I term ablended vacuum because its force or actuating power is.acombination or blend of that produced in the inlet manifold of the engine and by a pump actuated'or driven by a part of the transmission itself.

In the lower speed range of the engine, the vacuum produced in thevinlet manifold of the engine is relatively high and will increase with engine speed when the latter is not under load. However, at the higher engine speeds when the engine is under a load, the vacuum diminishes. To retain a substantially constant degree of vacuum for the effective automatic operation of the transmission, I also employ a vacuum producing means thatl is driven by a part of the transmission. In such a means, the vacuum increases with the speed of said transmission part and will counteract the falling vacuum leffect produced in the manifold of the engine at its higher ranges when under load.

I find it convenient to embody such a pump directly in the transmission and I employ in this instance certain meshing gears in the transmission as parts of a so-called gear pump.

f As best shown in Figs. 2 and 4, a bracket |21 is iixed to the inside of the casing wall 8 to the rear of the plane of the gear 34. In said bracket is journalled a stub shaft |28 that carries an idler pinion |29 that meshes with and is driven by the said gear 34. This bracket includes a hood |30 that encloses portions of the gear 34 and pinion |29 from above so as to form a suction chamber in connection with portions of said gear and pinion. Connected to the rear side of this hood is a conduit |3| the purpose of which will soon appear. It is apparent that in the rotation of said gear and pinion a vacuum is produced in the hood and conduit. This vacuum of course, is in proportion to the speed of rotation of said gear t and pinion.

Supported on the wall 5 of the casing, forward of the plane of the gear 34 is a valve |32 the purpose of which is to distribute the pressure uld to the various clutches 20, 59 and 83 for shifting them in the proper direction, in proper sequencewhereby the associated gears may be connected to and disconnected from their associated shafts.

' The distributing valve |32 includes a barrel |33 disposed inside the wall 5 and a substantially semi-circular casing |34 disposed outside of said wall. The outer end of said casing is closed by a plate |35 with which is associated a cover |36. On the plate are mounted fixed contacts |3511. (see Fig. 11) one for each speed produced by the transmission;

The barrel |33 is provided with an axial bore |3'| and an outer annular bore |38 and in the axial bore is located a turnable valve plug |39 that has a stern |40 that projects outwardly through-the casing |34 and through the plate |35.

Secured to that portion of the stem |40 Within the casing |34 is a vane |40a that is capable of vto the valved sleeve. y.tioned in length with respect to the recess |50 as swinging through an arc of about in length in said casing. Secured to that end of the stem As shown in Fig. 7, there is mounted on the instrument board |4| of the vehicle a plurality of illumlnable indicators |4|a, one for each forward speed of which the transmission is capable and one associated with each contact |35a on the plate |35. Thus when the transmission is in a certain speed, the finger |40b is in engagement with the contact |350. associated with that speed. This closes a circuit to the corresponding indicator |4|a,which becomes illuminated and visually indicates to the operator, the speed provided by the transmission.

In the annular bore |38 is located a ported valve sleeve |42 which is of an axial length less than that of said bore. Said valve sleeve which is capable of a limited turning movement in the bore, is also capable of a limited endwise movement in said bore- A spring |43 is operatively associated with the inner end of the sleeve and normally tends to urge the same outwardly in its associated bore. In the bottom portion of the casing |34 is provided a passage |44 which not only communicates with the inner end of the bore |38 (see Fig. 11) but 'also communicates with a chamber |45 (see Fig. 30) formed in the bottom of the casing |34. The chamber |45 cornmunicates with the interior of the casing by means of ports |45a. and |4517 disposed in one side of the bottom of the casing. Associated with said ports are threaded, adjustable valve stems |45c-|45d. In the other side of the bottom of the casing is a port |45e that opens to atmosphere.

The passage |44 has connected thereto one end of a conduit |45, the other end of which is connected to the inlet manifold 4 of the engine 3. In said conduit is provided a valve |41 which may be manually opened and closed from a position convenient for the driver. As shown in Fig. 1, said valve includes an actuating arm |4`|a to which is connected one end of a Bowden wire |48, the other end of which has a button M8@ thereon, arranged on the front face of the instrument board. This valve remains open when the vehicle is in operation and is only closed when it is desired to run the engine as when the vehicle is parked or is otherwise at a standstill. It is apparent that when the engine is in operation and the valve |47 is open, the engine suction in the manifold is manifested throughout the conduit |46 and consequently in the casing |34. By means of the valve stems |45c-|45d, the effective area of the ports |45a|45b may be determined to adjust the vacuous condition in the chamber of the casing to one providing the most efficient operation.v

The outer end of the bore |38 is closed by a disc |49 which carries a longitudinal pin |49a that engages in a recess |50 (see Fig. 26) in the valve sleeve |42. When this disc is turned in one direction or the other, as will later appear, it is apparent that a turning movement is transmitted The pin |49a is so propor- 4 to limit the valve sleeve in its outward longiand at a point between said groove and the disc |5|, is further provided with a longitudinally extending iiat face |53. Axially in said plug are inner andouter passages |54 and |55 respectively. The passage |54 opens at its inner end by a port |54a-into the annular groove |52 and opens at its outer end laterally through theside of the valve plug by means of a port |54b arranged at a plane spaced 90 in a clockwise direction from the plane of the port |54a. The passage |55 opens at its inner end into the iiat space |53 by means of a port |55a and opens at its outer end through the end of the valve plug, the ports |55a and |54a being disposed in the same radial plane.

The plug |39 is further provided at a point between the disc |5| and at spot |53 with recesses |51 and in the periphery of the valve sleeve |42 is located a similar recess |58, best shown in Fig. 15. There are four of the recesses |51 in the plug, one for each speed of which the transmission is capable and these recessesA are -spaced at equal arcuate distances apart within 180 of the circumference of the valve plug as best shown in Fig. 14.

These recesses have associated therewith locking pins and |6| respectively (see Fig. 11). Said pins areicarried by a piston |62 disposed in a cylinder bore |63 formed in a block-like bracket |64 that is bolted onto the top side of the barrel |33. A spring |62a (see Fig. 11) Working under the piston normally tends to urge the same upwardly to lift the pins |60| 6| out of their associated recess |51-| 56 to release the valve plug |39 and valve sleeve |33 for movement. The blocklike bracket |64' includes a lateral tubular extension |65 to which is secured a T-fittingv |'66 as shown in Fig. 2. In said extension is a passage |61 that opens into the bore |63. Also in said extension is a transversely disposed valve stem |68 with a cross port |68a (see Fig. 16) therein. When the valve stem is in one position, its port |'68aregisters with the passage |61 so that uid under pressure may pass into the bore |63 to dethe same.

press the piston |62. This causes the pins |60 and |6| to engage' their associated recessesin the plug |39 and4 sleeve |33 to yieldingly hold them against movement. When the valve stem |68 is in its other position, its port is out of register with the passage |61 so that this closes off the passage |61 against entrance of pressure iiuid into the bore. |63. v

The valve stem |68 has secured thereto, one end of a Bowden wire |69, the other end`of which extends through the instrument board I4| and is there provided with a button |69a for actuating The.T-ftting |66 has secured thereto the other end of the conduit ||5 before referred to, as connected to the pump ||0. .l

The annular part |16 of the barrel 33 between the bore |31 and |38 is provided with a longitudinal passage |1| that is closed at its ends. This angular part is also provided with a plurality of radial ports l12-l13-I14 and. |15 respectively. The port |12 opens through the midportion of passage |1| and connected to the rear end of the.

passage is a second port |12a.

The valve sleeve |42 is provided with longitudinal passages |1'6|11-|18 and |19 respectively, all of which open through the outer end of the sleeve valve and open through the periphery of the valve sleeve at their rear end by means of suitable radial ports. l

This valve sleeve is provided with a front set of ve radial ports |80, |8|, |82, |83 and |84 respectively (see Fig. 20) and is also provided with a rear set of four radial passages |85, |86, |81 and |88 respectively. Between the ports |85-|86,

said valve sleeve is provided with an annular recess |89, all as best shown in Fig. 17. The passage |11 opens into said recess |89.

The ports mentioned are spaced apart longitudinally a distance substantially equal to that of the ports in the annular part of ythe shell y |33. Thus when the valve-sleeve has been moved outwardly by its spring |43, its ports are out of longitudinal register with those in the annular part |10 of the shell, but are in longitudinal register with said last mentioned ports when in its innermost position in the associated bore. l

The shell |33 is provided on its top side with a set of tt-ings |90, |9|, |92 and |93 respectively and a second set of fittings |94, and |96 respectively for the attachment and for the leading in and out ofv certain conduits to and from the valve ports and passages in the sleeve |42. The fittings |9| and |.94have the conduits |08and |01 connected thereto, the fittings |92 and|90 have the conduits 11, 18 connected thereto, while the tting |96 has t e conduit |3| that leads from the vacuum pump 30 connected thereto. The tting |95 has one end of a conduit |91 connected thereto and the other vend of this conduit is secured in the T-fitting |66 before mentioned. The other fitting |93 has one end of a conduit |98 connected thereto, the other of which is connected to another valve |99 secured to'the side wall 5 forwardly of the valve |32.

The valve 99 includes a cylinder 200 that extends through the casing wall 5 so as to have a. part thereof arranged inside the transmission casing and a part thereof arranged outside the casing. This cylinder is provided on 'its top side withttings 20|-202 and 203 respectively, the fittings 28|.202 vreceiving the associated ends of the conduits 28 andv29 before mentioned and the iitting 203 receiving the associated end of the conduit |98. Opening into the bottom of the casing ls a conduit 204 that leads toward the bottom end of the transmission casing and in said valve casing is a ball check valve 205 (see Fig. 9) that controls the inlet of the lubricant that is used as 'a pressure yluid into the casing 200. In the inner end Wall of 'the casing 200 are ports 200a-200b respectively, see Fig. 8.

In the inner end of the valve casing'200 is located a turnable valve disc 206 having three ports 206a-206b and 206e therein (see Fig. 10). All of these ports open at one end through the periphery of the disc. to either port 200e-2001), according to the position into which the valve disc has been turned and the ports 206a and 206e open at ,their inner end through the inner face of the valve disc so as to communicate with the interior of the cas- The port 206b can open' with the conduits 29-29 and when said disc is turned in the other direction, thisv brings the ports 20Gb and 206e into communication with said conduits.

The position of the valve disc thus controls the passage of uid under pressure to produce the shifting of the clutch 20, so as to 'lock out or lock in the free wheeling clutch 2|.

The valve disc 206 is provided with4 an axial extension 201 that projects through the inner end Wall of the casing and is there provided with arms 201a., 201b as best shown in Fig. 8. These arms are actuated to turn the valve disc in the desired direction as will soon appear.

In the outer end of the valve casing 200 is provided a cup-like piston 209 and between the piston and disc is located a spring 2I0 that normally tends to move the piston outwardly in the casing. When the piston is moved inward and outward in the casing with a reciprocating movement, it establishes a pumping action in the valve casing 200 to draw lubricant from the transmission casing I, into the casing 200 and the pressure .fluid discharges out through that conduit 28 or 29 that happens to be open. A

To move the piston 209 inwardly, this is done manually by means of a foot pedal 2II (see Fig. 1) that takes the place and position of the ordinary clutch pedal in an automobile having a conventional type of clutch. This pedal is pivoted as at 2I2 on the casing I and is provided with an arm 2|2a to which one end of a link 2I3 is operatively connected. I'I'he other end of said link is connected to an arm 2|4a of a bell crank lever 2|4 that is pivoted as at 2|.-5k to a suitable boss on the flange at the front end of the casing The other arm 2I4b (see Fig. 2) of said bell crank lever is so formed as to be engaged with the piston 209. When the pedal 2| I' is depressed, this through the connections before mentioned, pushes the piston 209 inwardly of the casing 200 on its compression stroke and when pressure is released on said pedal, the spring 2|0 forces the piston outwardly on vits suction stroke. A few actuations of the pedal thus draws lubricant from the transmission casing into the valve casing 200 and forces it into that conduit 28--29 that happens to be open. This lubricant then passes into the associated passage 48 to shift the clutch 20 to connect the .shaft I1 to the shaft I0, either through or independent of the overrunning clutch 2|.

The purpose for this arrangement is as follows:

When the engine is not running and the vehicle is standing still, there is no pressure in the hydraulic system of the transmission so that alll shaft I4 is not connected to the shaft I0, nothing would result therefrom. By pumping the pedal 2|I a few strokes, lubricant is pumped from the transmission casing into the open passage 48 to shift the clutch 20 out of neutral into one of its positions which will connect the shaft |1 to the shaft I0, independent of the free wheeling clutch. Thus, the shaft I4 is positively connected to the shaft I0 through the shaft l1 so that power is applied to the shaft |0 to turn or crank the engine under a tow or push.

` As before mentioned, the valve sleeve |42 is capable not only of an endwise movement under theaction of manifold suction but is also turnable in one direction or the other to provide any forward speed or reverse. In this instance, the turning of the valve sleeve in either direction is produced during actuation of an accelerator pedal 2I6 (see Fig. 1) To the toe end of said lever is connected one end of a link 2I1. 'This link extends through the toe board and its other end 2|1a extends through one end of a lever arm 2|8 that is pivoted on a'lateral stud 2I9 on the casing I. 'I'he link end 2I1a engages an arm 220 that is pivoted at one end of the casing I as at 22| and has a link 222 pivoted to its other end.

, Also pivoted on the stud 2 I9 is a bell crank having arms 223 and 224. The arm 223 is connected by a link 225 to' the heel end of the pedal and a spring 225:1 is so associated with said link as to exert an upward lift on the heel end of the pedal. The arm 224 has one end of a link 226 connected thereto. 221 indicates the throttle actuating rod for the carburetor 228 of the engine and said rod is connected to the pedal by suitable means (not shown) so that whenever the toe end of the pedal is depressed, movement is imparted to the rod 221 to open the throttle and accelerate the engine.

Extending inwardly from the side wall 5 of the casings at a point between the valve casings |32 and 200 respectively, and arranged in a. plane above the axes thereof, is a tubular bearing member 229 (see Fig. 2) which forms the support for a rock shaft 230 and a surrounding rock shaft sleeve 23|. On the outer end of the shaft 230 is fixed an arm 232 and, on the outer end of the sleeve 23| is xed a second arm 233 and these arms are connected to the' other end of the links 22B and 222 before mentioned. I'hus when the toe end of the pedal 2|6 is depressed this not only causes engine acceleration, but it also rocks vthe sleeve 23| and when the heel end of said pedal is depressed, lt rocks the shaft 230.

On the inner end of the sleeve within the casing I is xed an arm 234 and on the like end of the shaft 230 is fixed a shorter arm 235 that carries a stud 235a at its bottom end. 236 indicates a, bell crank lever (see Fig. 8) that includes a relatively short power arm 231 and a relatively long load arm 238. This lever is pivotedat the junction of its arms upon a pin 239 carried at the bottom end of the arm 234 before mentioned. The top end of the power arm 231 is formed as a projection 231a to be engaged by the stud 235a on the arm 235.

The free end of the load arm 238 extends into the vicinity of the control valve |32 and there carries a pin 238a that engages in a slot |4917 in the disc |49 of said valve. This slot which is made concentric with'the pin 239 when the arm 234 is in its normal position, extends at ltsends into planes above and below the axis of the valve` |32 as best shown in Fig. 8.l A spring 24,0 is fixed at one end to a pin on the disc.|49 and is fixed at its other end to the block-like bracket |64 and this spring acts through the disc |49 and its pin |49a to turn the valve sleeve to its neutral position, when other forces in opposition thereto have ceased.

In the depression offthe toe end of the pedal 2|6, this will swing the arm 234 counterclockwise as viewed in Fig. and will move the lever 236 as a whole toward the right. By reason of the pin 238a and slot |491), this movement of the lever is translated into a rocking movement of the valve sleeve |42 also in a counterclockwise direction through the disc |49 and its pin |49a. This sets the various ports in the valve sleeve |42 to permit the passage of uid under pressure sired speed forward.

When the heel end of the pedal 2 I 6 isv depressed, this causes a counterclockwise movement of the arm 235. In the initial part thereof, the engagement of the stud 235e with the part 231e of the arm 231 will tend to first swing the lever 236 as a whole in a clockwise direction about the pin 239 as an axis. This will lift the free end of the arm 238 upwardly and the pin 23841 will swing toward the top end of the slot |49b. When the toe end of the pedal 2|6 is depressed to again acceleratethe engine, the arm 234 acts through the bell crank 236 to turn the disc |49 and valve |42 to set the valve |32 as a whole to provide the reverse speed of the transmission.

As before stated, when a vacuous condition is effected in the chamber |35, the vane |40a (see Fig. 30) swings counterclockwise and turns the valve stem |39 in the same direction and when this vacuous condition ceases, the valve stem |39 is returned to its normal position as follows:

At one point in the groove |5|a of the Ihead |5| of said valve stem is xed one end of a cable 24|, the other end of which is fixed to a spring 24|-a operatively connected to the power arm 231` of the lever 236 as best shown in Figs. 8 and 34. Thus when said vacuous condition ceases in the chamber |35, the spring 24|a will act to return the valve plug |39 and the vane |40a to the no'rmal position shown in Figs. 11 and 30.

The matter of driving the vehicle either in or out of free wheeling is optional and to that end I provide the following arrangement:

242 (seeFig, 8) indicates a rockable lever that is pivoted at a point between its ends on the pin 239 so as to provide arms 243 and 244 for said lever. The arm 244 has its free end reduced in dimension and is extended through a slot in a bracket 245 fixed on the inner end of the valve casing |99. The other arm L243 has connected thereto by a spring 245a, one end of a Bowden wire 246. The other end of said wire is connected to a button 241` on the instrument board as best shown in Fig. 7. This wire, of course, -isenclosed in an associated sheath or tube in the usual manner. Adjacent said button is another button 248 connected to the throttle of the vcarburetor 228 for hand-acceleration of the engine.

Should it bedesired to drive in free wheeling, it is only necessary to pull out on the button 241 and this through the wire 246 will rock the lever 242 clockwise into-the dotted line position shown in Fig. 8. When the toe end of the accelerator is depressed and the arm 234 is swung counterclockwise, it will carry the lever 242 to the right so that the free end of its arm 244 will engage the arm 201D and will rock the valve disk 206. Thus fluid under pressureis admitted to the conduit 29' to pass through the passage 49 and out of the port 49C in front of the clutch 20 to shift the same rearwardly to connect the clutch member 43 to the shaft l1. Then the drive is from the shaft I0 through the free wheeling mechanism 2| to the shaft I1 and then to the shaft I4.

When it is desired to lock out free wheeling the button 241 is pushed inwardly and this through the wire 246 will swing the lever 242 back to the full line position in Fig. 8. Now when the toe end of the pedal 2|6 is, depressed, this will swing the arm 234 counterclockwise and will carry the lever 236 and lever 242 toward the right. In this movement 0f said lever, the arm 244 will engage the arm 20'Ia and turn the valve disc 206 so that fluid under pressure passes into the conduit 28, passage 48 and port 48e, to the rear of the clutch collar 20 to shift the same to the left. This will connect the shaft I0 throughl the disc 46 directly to the shaft Il. It is pointed out at this'time that when the clutch member 20 is moving in either direction, the

` fluid under pressure will pass into one or the other of the passages 48 and 49 and will be delivered into the interior of the sleeve 32 which is thus assured of an ample supply of uid in the form of a lubricant. When the clutch member 20 is moving yin either direction, the rfluid in front of `it will return' through the conduits 28-29 to the ports 200e or 200D, one of which at this time opens into the interior of the transmission casing.

In the operation of the mechanism described, when the engine is started, a vacuous condition is established in the manifold and a suction exerted in the conduit |46 and in the chamber or casing |35 and this suction is in proportion to engine speed. As the gears of the transmission are all in constant mesh, the vacuum pump |30 and the fluid pressure pump ||0 are both started into operation. As the conduit |3| from the vacuum pump leads into the chamber or casing by means of the port |45 it is apparent that the vacuous condition in the chamber is a blend of that from both the manifold and pump and is of a character or degree different from that in either the manifold or pump. It is valso apparent that in the higher speed ranges of the engine under load, the vacuum in the manifold diminishes but such higher speed ranges of course, will drive the vacuum pump faster to increase its suction to compensate for the loss iny 'This vacuous condition is also felt at the inner end of the chamber or bore |38 and'acts to move the valve sleeve |42 inwardly so that its ports` and passages occupy a position with respect to those of the vave casing portion |10 and the valve plug |39, as shown in Figs. 20 and 25.

Thus fluid under pressure from the pump ||0 passes through the controlling valve |32, th'rough the conduit 1l to shift the clutch member 59, the fluid in advance of the clutch member passing out through the conduit and valve |32.

When a greater pressure is applied to the toe end of the pedal 2|6, this accelerates the engine and even though the manifold vacuum drops, that produced by the pump |30`increases and the increased suction produced thereby is manifested in the chamber 35. This pulls -the vane |46a. further in a clockwise direction to turn the valve plug |39 into the position shown in Fig. 21. With the valve plug in this position, uid under pressure operates to shift the clutch memb er 89 forwardly to provide second speed forward. More foot pressure on the pedal 2|6 of course, further speeds up the engine and through the pump |30 this further swings the vane |4641 counterclockwise to further turn the valve plug las into the positins shown in Figs. 22-27 so tion shown in Figs. 23-28 to provide fourth speed forward. When the engine slows down, the vacuum produced by the pump begins to drop and the vane |46 now starts to swing clockwise `(in Fig. 30) and turns the valve plug |39 in a similar direction to drop back into third speed forward and so on. v

Upon reacceleration of the engine, the vane swings in the opposite direction again to automatically provide the successive changes to the higher speeds. that when in making a change from a lower speed to a next higher one, the clutch member providing such lower speed stays in until the clutch providing the next higher moves to operative position at which time, the lower speed clutch member automatically kicks out. This is due to the angular formation of the-sides of vthe teeth of the clutch as shown in Fig. 32. Thus, there is no jerk in the transmission during the changing from,one speed to the other and this is so in changing from a lower to a higher speed or from a higher to a lower speed.

When it is desired to go into reverse, the operator imposes a pressure on the heel end of the pedal 2|6 and this as before described, operates throughthe arm 235 to swing the load arm 238 of the lever 236 upwardly. I'his through the pin 238m operates to turn the disc |49 clockwise and because of the' pin I 49a a like movement is impartedto the valve sleeve |42 whichl turns into the position shown in Figs. 24-29. This permits pressure fluid to pass through the conduit |08 to the passage |64 and the clutch member 89 then moves intopa position connecting thegear 81 to the shaft 9U when the drive is to the shaft I4 as before described. To move out of reverse, heel pressure is released on the pedal and the parts all return to neutral position.

Assume 'now that the automobile is about to descend a long steep hill where it is desired to employ the engine as a braking medium in the descent of the hill. When the foot is released f'rom the toe end of the pedal 2I6, the engine becomes decelerated and dropsv its speed soY that the transmission changes from high speed or direct drive back to third speed and possibly to second speed depending of course, upon decelv. eration and this 'is indicated at the indicators |4|a. At this time, the button |69a is pulled out and the valve plug I 68 is then caused to be moved so that its port |6811 registers with the bore |63 in the bracket block |64.

Fluid under pressure then enters the bore |63 and depresses the piston |62 and forces the pins and IBI into engagement with one of the recesses I 51 in the plug |39 and the recess |58 in the valve sleeve |42. This locks said valve plug and said valve sleeve against movement so that the transmission remains locked in .the lower speed, it being assumed of course, that the free wheeling mechanism is in its locked out condition.

When the descent of the hill has been made and it is4 again desired to accelerate the engine, the button |6911 is pushed in to move the vvalve plug into the position shown in Fig. 16 and this removes the influence of the pressure fluid before It is pointed out a-t this ,time

the piston |62. The spring |62a now urges the piston |62 upwardly and this withdraws the locking pins from the recesses |51 and |58 and they valve plug |39 and sleeve |42 are again free to function under engine acceleration. As before pointed out as there are four of the recesses |51 in the valve plug |39, one for each speed of which the transmission is capable, it is apparent that the transmission can be locked in any one of the said speeds against automatic changing thereof.

It is'apparent from the foregoing that the shif ting of the various clutch members is carried out by a fuid under pressure and that this fluid is controlled by a valve which in itself is controlled by a mixed or blended vacuum provided in one part by the engine manifold and in another part by means driven through the transmission. Thus the variation in manifold vacuum aects the operation of the transmission, the real operating vacuum remaining substantially constant.

Should it be desired to run the engine at any speed as in tuning or warming up or for inspection, without affecting automatic operation of the transmission, it is only necessary to pull out the button ilia and this operates to close the valve |41 in the conduit |46, so that the transmission is cut off from all influence of engine operation.

The transmission which is simple in construction, eliminates the use of the conventional main clutch and its operating pedal as well as the conventional shift lever. This leaves fewer obstructions in the floor and reduces manufacturing costs. f While in describing the invention, I have referred in detail tov the form, arrangement and construction of the various parts thereof, the

of vacuum which operate ina manner such that a decrease in the one source of vacuum is offset by an increase in the other, and means actuated by the vacuum from said sources for controlling the passage of uid to said means for actuating the same in operatively connecting said shafts together in the desired relative speed.

2. In a transmission; the combination of adrive shaft,l a driven shaft, means operable by fluid under pressure for operatively connecting said shafts together for rotation at any one ofa number of relative speeds, a plurality-of sources Qf vacuum, a valve for controlling the passage of said fluid under pressure, and means connected to said valve actuated by said vacuum from said sources for controlling the passage of fluid to said means for actuating the same in operatively connecting said shafts together at the desired relative speed. Y

3. In a transmission, the combination of a drive shaft, a driven shaft, means for operatively I connecting said shafts together for rotation at .any one of ya number of relativeV speeds, an engine for driving the drive shaft and including a manifold providing a source of vacuum, means operatively driven from the drive shaft and providing a second source of vacuumand means actuated by the` vacuum from the manifold and from said second source for actuating said means drive shaft, a driven shaft, means operable by a uid under pressure for operatively connecting said shafts together for rotation at any one of a number of relative speeds, an engine for driving the drive shaft and including a manifold providing a source of vacuum, means operatively driven from the drive shaft and providing a second source of vacuum, a valve for controlling the passage of said fluid under pressure, and means connected to said valve actuated by the vacuum from said sources for ractuating saidvalve so as to direct said fluid under pressure to said means for connecting said shafts together at the desired relative speed.

5. In a transmission, the combination of a drive shaft, a driven shaft, means for operatively connecting said shafts together for rotation at any one of a number of relative speeds, an engine for driving the drive shaft and including a manifold providing' a source of vacuum, means providing a second source of vacuum and driven from a part of the transmission, means for blending thevacuum from the manifold with thev vacuum from said means providing the second source thereof,

and means actuated by the blended vacuum for actuating said means for connecting said shafts together at the desired relative speeds.

6. In a transmission, the combination of a drive shaft, a driven shaft, means including movable members for operatively connecting said shafts together for rotation at any one of a number of relative speeds, a plurality "of sources of vacuum,

which operate in a manner such that a decrease in the one source of vacuum is offset by an increase in the other fluid under pressure for moving the desired movable member to connect said shafts together in thev desired relative speed, and means actuated'by the vacuum from said sources for controlling the passage of the fluid to the desired movable member to move the same to connect said shafts together.

7. In a transmission, thecombination of a drive shaft, a driven shaft, means including shiftable clutch members for operatively connecting said shafts together for rotation at any one of a numberlof relative speeds, a plurality of sources of vacuum, fluid under pressure rfor causing a shift of the desired clutch member to connectv the shafts together at the desired relative speed, and means actuated by the vacuum from said sources for controlling the passage of the fluid to thev desired clutch member to shift the same to provide the desired relative speed between said shafts.

8. In a'transmission, the combination of a drive shaft, a driven shaft, means including shiftable clutch members for operatively connecting said shafts together for rotation at any one of a number of relative speeds, an engine for driving the drive shaft and including a manifold providing a source of vacuum, a second source of vacuum arranged within and driven by a part of the transmission, means for causing a shift of the desired clutch member to connect said'shafts together at the desired relative speed, means for blending the vacuum from the manifold with the vacuum from said second source, and means actuated by the blended vacuum for controlling the shifting of the desired clutch member to provide the desired relative speed between said'shafts.

9. In a transmission, the combination of a drive shaft. an engine including an inlet manifold for driving the drive shaft, a driven shaft, movable means for connecting said shaft together for rotation at any one of a number of different relative speeds, a vacuum pump driven from the transmission, means providing a source of fluid from said manifold and pump respectively for actuating said means for operatively connecting said shafts together in the desired relative speed, and other means independent of said vacuum for connecting said shafts together in at least one of said speeds.

11. In a transmission, the combination of drive shaft, a driven shaft, fluid pressure actuated means for operatively connecting said shafts together for rotation in any one of a number of relative speeds, a plurality of sources of vacuum which operate in a manner such that a decrease in the one source of vacuum is offset by an increase in the other, means actuated by the vacuum from said sources for actuating said fluid pressure actuated means for operatively connecting said shafts together in the desired relative speed, and 'other means operable through said fluid for connecting said shafts together in one of said speeds.

12. In a transmission, the combination of a drive shaft, a driven shaft, fluid pressure means for operatively connecting said shafts together transmission, means actuated by the vacuum` for rotation in any oneof a number of relative speeds, anA engine for driving the drive shaft and including a manifold providing a source of vacuum, a fluid pressure pump driven from the transmission, a second` :source of vacuum also driven from the transmission, means actuated by the vacuum from said sources for controlling the passage of fluid under pressure to said means for actuating the same in operatively connecting said shafts together in the desired relative speed,

'and means for closing off the vacuum from said manifold.

13. In a transmission, the combination of a drive shaft, a driven shaft, an intermediate shaft, means for connecting the intermediate shaft to and for disconnecting the same froml 14. In a transmission, the combination of a` drive shaft, a driven shaft, an intermediate shaft, means for connecting the intermediate shaft to and for disconnecting the same from the drive shaft, a traveler yon the intermediate shaft, means connected to the driven shaft and driven from the drive shaft for causing a movement of said traveler on said intermediate shaft,

together at any one of a number of relative speeds, a pump driven .by-said third-:shaft for withdrawing a part of the lubricating fluid Dfrom the casing and for delivering itJunder pressure to said fluid pressure actuated rn ean,s,tal source of vacuum driven by said third shaft, a second source of vacuum and means actuated byfthevacuum from yboth sources for controlling' ,the,. passage of fluid under pressure to said fluid pressure actuated means for lconnectinguxsaid shafts together in the desired relativeA speed.

.16. In a transmission, the .combination of a drive shaft, a Idriven shaft,v means including movable members providing an operative connection between said drive shaft and said driven shaft for driving the latter from the former in any one of a number of relative speeds therebetween, means providing a fluid under pressure for moving` the desired movable member from a neutral to an operative position, means providing a plurality of sources of vacuum which operate in a manner such that a decrease in the one source of vacuum is offset by an increase in the other, and means actuated by the combined action of vacuum from said. sources for controlling the passage of fluid under pressure to the desired movable member.

17. In a transmission, the combination of a drive shaft, a driven shaft, means operable by fluid under pressure for operatively connecting said shafts together for rotation in any one of anumber of relative speeds in the same direction and also for rotation in at least another relative such that a decrease in the one source of vacuum is offset by an increase in the other, and

`means actuated by said vacuum from said sources for controlling the passage of fluid to saidmeans for actuating the same in operatively connecting said shafts together in the desired relative speed in the same direction or in said another relative speed in the opposite direction.

18. In/a transmission, the combination of a tubular driving member, a driven shaft therein,"

Iand operable after said clutch has been actuated to clutch the driven member to said shaft for .l connecting the driven Shaft to the driving member with a cushioning action, said last mentioned means including a .traveler on the driven shaft and having a splined engagement with the tubular driving member and further including a cushioning element between said driving member and said traveler.

19. In a transmission, the combination of a tubular 'driving member,`a driven shaft therein,

a driven member on said shaft and having clutch said clutch andactuated in a relative rotation between said driven shaft and the driving member for connecting them together with afcushioning action said `last mentioned means including a traveler on the driven shaft and having a `splined engagement with the tubular driving member and further including a cushioning element .between said driving member and said traveler. A

20.. In a transmission, the combination of a tubular .driving member, a driven shaft therein, adriven member on said shaft and having clutch -.teeth, a pressure fluid shiftable clutch on the driven shaft forengaging said teeth for connecting said driven member to said shaft, and pressure fluid means independent of said clutch operable in a relative rotation between the driven yshaft and the driving member for connecting them Itogether with a cushioning action, said last mentioned-.means vincluding a traveler on the driveni shaft and having a splined engagement withthe tubular driving vmember and further including a hydraulic fluid operating between said tubular driving member and said traveler.

2l. In a. transmission, the combination of a tubular driving member, a driven shaft therein, a driven member on said shaft and having clutch teeth, a shiftable clutch on the driven shaft for engaging said teeth for connecting the driven member to the driven shaft, a device'on said driven shaft independent of said clutch and en gaged with "the driving member and having a -splined connection with the tubular driving member so as to be longitudinally movable in a relative rotation'between said ,driven shaft and driving member, and means confined` in said' tubular driving member and associated withA said device for imposing a resistance to the longitudinal movement of the device to provide a cushioned driving connection between said driven shaft and said driving member.

22. In a transmission, a drive shaft, a driven shaft, a pair of, auxiliary shafts, a member loose on each auxiliary` shaft for transmitting power to the driven shaft, a gear loose on each auxiliary shaft anddriven from Ithe drive shaft, a fluid pressure shiftable clutch associatedl with each member for operatively connecting it to its' associated auxiliary shaft, a pressure uid conduit leading to each clutch member, a valve common to said conduits' for controlling the passage of uid therethrough to the associated clutch V member fory shifting the same, vacuum operated means for moving the valve to select the desired conduit for the passage of fluid thereto, and

means between each auxiliary shaft and the gear loose thereon and operable in a relative rotation therebetween for connecting the said gear to its associated shaft with a cushioning action.

23. In a transmission, a driveA shaft, a driven shaft, a third shaft between and aligned with said drive shaft and said driven shaft, a pair of auxiliary shafts, a member loose on each auxiliary shaft and operatively connected to the driven shaft to transmit power thereto, a gear loose on each auxiliary shaft and driven from the drive shaft, a `fluid pressure shiftable clutch associated with each member for 'drivingly connecting it to its associated auxiliary shaft,a third fluid pressure shiftable clutch for `connecting the third shaft to the drive shaft, means for delivering uid under pressure to the desired clutch to connect either member to its associated auxiliary I shaft or to connect the third shaft to the drive 50 blended vacuum of -said pump and manifold re.-

clutchmember, a valve common to all of said conduits for controlling the passage of fluid therethrough to the associated clutch for shifting the same, vacuum operated means for moving the valve to select the desired conduit for the passage of fluid therethrough, means between each auxiliary shaft andthe gear `loose thereon and operable in the relative rotation therebetween for connecting the ,gear to its associated auxiliary shaft with a cushioning action, and means operating automatically when the third shaft is oo nnected to the drive shaft for connecting said third shaft to the driven shaft.

24. In a transmission, a drive shaft, a driven shaft, a pair of auxiliary shafts, means normally disconnected from each auxiliary shaft for` transmitting power to the driven shaft, a member rotative on each auxiliary shaft and driven from the drive shaft, a device associated with each meansfor connecting the same to its associated auxiliary shaft, means common to said devices for actuating the desired device to connect its associated means to its associated auxiliary shaft, l

and means between each auxiliary shaft and the member loosethereon and operating in a relative rotation therebetween for providing a hydraulic cushion during connection therebetween.

25. In combination with an engine having an inlet manifold, a transmission including a drive shaft operatively connected to the engine, a driven shaft, fluid pressure operable means for connecting said shafts together at any one of a number of different speed ratios, a pump operative to produce a vacuum when the drive shaftis being engine driven, a valve for controlling the passage of fluid under pressure to said means, and means for operating the valve and actuated by the blended vacuum of said pump and inlet manifold respectively of the engine.

26. In combination with an engine' having an inlet manifold, a transmission including a casing and a driven shaft operatively connected to-the engine, means driven from a part of .the transmission for supplying a fluid under pressure, a vacuum pump driven from the transmission, fluid pressure voperable means f-or connecting said shafts together at any one of a number of different speed ratios, and a valve for controlling the passage of uid under pressure to said uid pressure operable means and actuated by the spectively.

27. In combination with an engine, a pedal for accelerating and -decelerating the same, a transmission including a drive shaft, a driven shaft, a plurality of iiuid pressure operable means for connecting said shafts together at any one o'f a number of speed ratios forward and in at least one speed ratio in reverse, means providing a.

source of-vacuum,.a valve for controlling the' passage of uid under pressure tothe desired nuid pressure operable means for connecting said shafts together at the desired speed ratio forward or in reverse, and means operable in the actuationv of the pedal for setting the valve for operation by said vacuum to control the passage of fluid Aunder pressure to the means operable thereby to provide the desired speed in forward or in reverse.

28. In combination with an engine having an inlet manifold, a pedal for accelerating and detrolling the passage of uid under pressure to the I desired fluid pressure operable means for connecting said shafts together at the desired speed ratio forward or in reverse, and means operable in the actuation of the pedal for setting the valve for operation by a vacuum blended from those from said inlet manifold and pump respectivelyv to control the passage of vfluid under pressure to the means operable thereby to provide the desired Ispeed ratio in forward or reverse.

29. In a transmission, the combination of a' drive shaft, a driven shaft, means for operatively connecting said shafts together at any one of a number of relative speeds, a plurality of sources of vacuum, means actuated by said vacuum from said sources for actuating said means for oper- A- atively connectingthe said shafts together in the desired relative speed, and means also actuated by said vacuum from' said sources for visibly indieating the relative speed at which said shafts are operatively connected.

30. In a transmission, the combination of a drive shaft, a driven shaft, means operable by fluid under pressure for operatively connecting said shaftsl together for rotation at any one of a number of relative speeds, a source of sub-atmospheric pressure, a valve for controlling the passage of said fluid under pressure, and means for actuating the valve'in operatively connecting said shafts together at the desired relative speed, comprising a movable actuating member for said valve, and a casing in which said member is arranged for movement, said. casing being connected to said source of sub-atmospheric pressure at a point to one side of said member and being connected to a source of pressure higher than said sub-atmospheric pressure at a point to the other side of 'said member.

V31. In a transmission, the combination of a drive shaft, a driven shaft, means operable by fluid under pressure foroperatively connecting saidshafts together for rotation at any one of a number of relative speeds, a source of sub-atmospheric pressure, a turnable valve for controlling the. passage' of said lfluid under pressure, and means for vturning the valve in the proper direction in operatively connecting said shafts to gether at the desired relative speed, comprising` a turnable actuating. member connected to said valve and a casing in which vsaid member is mounted for turnable movement, said casing being connected to said source of sub-atmospheric pressure at a point to one side of said member and being connected to a source of pressure higher than said sub-atmospheric pressureat a point to the other side of said member.

I SWAN GEORGE swANsoN. 

